Railway-track lubricator.



Patented Jan. 9, I900.

(Application filed Sept. 5, 1899.1

3 Sheets-Sheet tl.

(No Model.)

H UH H lNVENTEIR- fITNEssE5 [+42 NORRIS PEYERS p9. PH OTO-L|THO..WASHINGTON, n. c.

N0. 64!,062. Patented Jan. 9, I900. n s. YORK. RAILWAY TRACK LUBRICATOR.

(Application filed Sept. 5, 1899.)

a sheets-sheer 2.

(No Model.)

N Jug INVENTUR.

WITNE5EE5 XWW 'm: nonms PEYERS c0. PHQTO-LITNQ. WASHINGTON, n, c.

No. 64l,062. Patented Jan. 9, I900.

n. a. YORK.

I RAILWAY TRACK LUBRICATDR.

(Application filed S ept. 5, 1899.)

3 Sheets-Sheel 3'.

(No Model.)

INVENTU WITNESSES- w: NORRIS PETERS co. monxumo WASHINGTON. 0. :2V

UNlTE PATENT Enron.

REUBEN G. YORK, OF LYNN, MASSACHUSETTS.

RAILWAY-TRACK LU BRICATO R.

I SPEClIFICATION forming part of Letters Patent No. 641,062, datedJanuary 9, 1900.

Application filed September 5 1899. Serial No. 729,553- (No model.)

ways at the curves, where the flanges of the car-wheels bear against theguard-rails as the car passes the curve, and also at other points wherethere is excessive wear, as at frogs and switches. These guard-rails aregenerally used wherever the outer rail of the curve cannot be raisedabove the level of the street.

As the tracks are usually laid the greatest wear comes on the innerguard-rail, particularly when the curve is sharp. There is alsoadditional friction on the inner wheel, due to the necessary slip as itpasses a curve. So far as I am aware it has been customary to applythelubricant to these guard-rails and at other points by hand.

The object of my invention is to provide a simple device which willautomatically apply a suitable amount of lubricant to that portion ofthe flange of the car-wheel which receives the principal amount of wearas the car passes the curve at the time of passing.

In carrying out my invention I preferably utilize the relative motionbetween the truck and car-body as the car passes the curve to operatethe apparatus for discharging the lubricant and applying the same to thedesired point.

For a more complete disclosure of my invention reference is made to theaccompanying drawings, in which- Figure l is a side elevation of acar-truck provided with my invention. Figs. 1 and 1 show detail views ofthe main operating-bar. Fig. 2 is a plan view of the same. Fig. 3 is adetail view of one of the pumps. Fig. 4 is a detail of one of theoperating-levers. Fig. 5 is a detached view of a preferred form ofapparatus for applying the oil to the Wheels. Figs. 6, 7, and 8 aredetail views of parts of the same.

Referring to the drawings, 1 indicates the body of the forward truck ofan ordinary double-truck car, and 2 the forward wheels thereof, havingthe usual flanges 2. The kingbolt 3, on which the truck turns withrespect to the car-body, is located at the center there of. A mainoperating-bar 4 extends from the bottom of the king-bolt, so that itsopposite end rests on a curved supporting-plate 5, which is suitablysecured to the under side of the floor of the car-body 6. The end ofthis bar isprovided with a suitable notch 4, (see Fig. 1%) with whichthe lower end of a foot-lever 7 is adapted to engage. This footlever ispivoted to the car-body 6 and extends up through the floor of the car,so that its upper end may be within easy reach of the motorman. As Willhereinafter appear, it is not necessary that the bar 4 be pivoted to theking-bolt; but it may be pivoted to any part of the car which does notswing with the truck.

' Connected to the forward end of the truck and at opposite sidesthereof are two pumpcylinders 8 8, which are arranged horizontally, andtherefore have their piston-rods 9 9' extending horizontally. Anoil-tank 10 is connected to each cylinder by a pipe 11, in which isplaced a spring-pressed check-valve 11'. (See Fig. 8.) The piston-rods 99 each pass through an elongated horizontal slot 4 in the bar 4 inopposite directions. The outer ends of the piston-rods pass throughbrackets 12 discharge-pipes 14, having the usual pump check-valves14.These pipes are connected to the main pipe 15, which extends across thetruck. Connected to each end of pipe 15 by flexible joints 16 (shown indetail in Fig. 8) are discharge-pipes 17 17. These pipes are shown asextending upwardly at an angle of about forty-five degrees (see dottedlines in Fig. 1) and have their discharge ends turned outwardly adjacentto the flanges 2 of the carwheels. Rollers 18 1S ai'efiournaled onbrackets 19 19, which are carried by the pipes 17 17. These rollers arearranged directly below and somewhatin advance of the discharge ends ofpipes 17 17, so that when these pipes are swung outwardly by themechanism hereinafter to be described the rollers will bear against theinner sides of the wheel-flanges. The axes of these rollers should beparallel to a radius of the wheels.

Pivoted on a horizontal pivot 23, which extends forwardly from the frontend of the truck, is a lever 20. This lever is provided with a slot 20at the upper end thereof.

The bar 4 is provided with a projection 21, which engages the slot 20.The lower end of lever 20 is connected by a universal joint 22 to a link22, which latter is connected by a universal joint 25 to alongitudinally-movable rod 26, which is arranged to slide in the box 27.Box 27 is secured against movement in any direction to the truck. Theopposite end of rod 22 from joint 25 extends some distance beyond theend of box 27, where it is pivoted to two links 28 28' at the joint 29.These links 28 28 are pivoted at their opposite ends to pipes 17 17,respectively, and are preferably made of flat spring-steel bars,suitably curved, as shown in dotted lines in Fig. 1, so that they willbend readily.

The operation is as follows: As the car enters on the curve of the trackthe forward truck will at once begin to turn with respect to thecar-body. The bar 4 being connected at both ends with the car-body doesnot swing with the truck. If the truck turns to the right when it beginsto swing, carrying with it the pump-cylinders, the spring 13 will atonce begin to bear against the bar 4, and on further motion of the truckthe piston will be drawn toward the head of the cylinder. When thepiston is moved, the cylinder being filled with oil which is preventedfrom returning to the tank 10 by check-valve 11, a certain quantity ofthe oil must be discharged into the pipe 14, then into main pipe 15, andout from the ends of both branch pipes 17 17. As the force tending tomove the piston 9 acts through a spring, there is no danger ofoverstrain on the parts due to sluggishness in the movement of the oiland quickness of the swinging of the truck. The lateral motion of thepiston-rod with respect to the bar 4 is accommodated by the slot 4"therein, so that there is no binding of the parts. If the truck swingsto the left, the spring 18 on the opposite piston-rod 9 is compressed,and the piston of cylinder 8 is drawn out and the oil 1 discharged inprecisely the same manner as and rod 26 to' the position indicated indotted lines in the same figure. The result is that joint 29 is drawnforward, throwing the pipes 17 17 outwardly, so that the rolls 18 18bear against the flanges 2 of the wheels 2, so that they will rollthereon as the wheels rotate. These rolls will be yieldingly heldagainst the wheel-flanges, as the links 28 28 are resilient, permittingthe usual lateral motion of the car-axle. At the same time that therolls are thrown against the wheel-flanges the oil will be dischargedfrom the ends of the pipes 17 17, the piston of the pumps being movedsimultaneously with the pipes 17 17. This simultaneous discharge ofthe-oil and engagement of the rolls with the flanges of the wheels ismade possible by the upwardly-extending discharge-pipes 17 17 whichretain the oil in the main pipe 15 and pipes 17 17, so that both will beconstantly full of oil, and any slight additional supply of oil to pipe15 will cause it to flow out of the ends of pipes 17 17. As the oil issluggish in its motion it will not ordinarily be thrown against thewheel-flange, but will simply run down and be transferred to the surfaceof the rollers 18 18 between the point over the axis thereof and thepoint of contact with the wheel, and as the rollers will be rotated bythe wheel toward the same the oil will at once he transferred to thewheelflange, so that each time the car passes the curve the point ofcontact between the wheel and guard-rail will be perfectly lubricated.After the car passes the middle of the curve the piston will be free tobe returned by the spring 13. As the piston is returned a fresh supplyof oil equal in amount to that discharged will be drawn from thereservoir 10 into the cylinder 8. The usual pump checkvalves in thepipes 14 prevent the piston from drawing back the oil from pipe 15 tothe cylinder.

By providing an obstruction in pipe 15, as a valve 30, between thepoints where the two pipes 14 14 are connected to pipe 15 the proportionof oil which will be applied to the wheel which is on the outer rail ofthe curve to that which is on the inner may be varied, so that muchless-may be applied to the outer wheel than to the inner. By totallyclosing the valve no oil whatever will be discharged on the outer wheel.I

As it will usually be desirable to have an apparatus for the purposedescribed on each end of the car, so that the forward wheels will belubricated whichever way the car is going, it will also be desirable tohave some means of throwing the apparatus on the rear truck out ofaction. I accomplish this by means of the foot-lever 7, which may bethrown in and out of engagement with the notch 4 in the end of bar .4.When the lever 7 is thrown out of engagement with the bar 4, the latterwill no longer be connected to the car-body, but it will then be swungfrom one side to the other with the truck, the front end of the barbeing supported on the supporting-plate 5 as the truck swings back andforth. As the bar will thus be swung with the pumps, the pistons willnot be moved.

The above-described apparatus may be readily applied to single-truckcars, where there is no relative motion between the truck and car-body,by providing some convenient hand operating means for throwing the bar 4in either direction.

Although I have described a particular form of apparatus for carryingout the desired function set forth, yet I do not wish to confine myselfto this particular form, as other forms of apparatus may be made withoutdeparting from the spirit of my invention.

Having described my invention, what I claim as new, and desire to secureby Letters Patent of the United States, is as follows:

1. A car having a wheel-truck which is capable of motion with respect tothe car-body as the car passes along a curve, means carried by the carfor applying a lubricant to the car-wheel which is automaticallyoperated upon the movement of the truck with respect to the car-body.

2. In a car, a wheel-truck, a pivotal connection between said truck andthe car-body, means carried by said truck for applying a lubricant tothe flange of the car-wheel, connections between said means and thecar-body whereby said means will be operated when the truck swings withrespect to the car-body.

3. In a car, a wheel-truck, a pivotal connection between the truck andcar-body, a pump carried by said truck, pipe connections between saidpump aud the wheel, and means carried by said carbody which is adaptedto operate said pump when the truck turns with respect to the car-body.

4. In a car, a wheel-truck, a pivotal connection between the truck andcar-body, a pump carried by said truck, connections between said pumpand the car-wheel, means for operating said pump carried by thecar-body, a yielding connection between said means and the pump,whereby, when the truckyturns with respect to the car-body, the workingparts of the pump will not necessarily be moved to an extentcorresponding to the movement of the truck.

5. In a car, a wheel-truck, a pivotal connection between the truck andcar-body, a pair of pump-cylinders, a main pipe terminating adjacent toone of the wheels on each side of the truck, a separate pipe connectingeach pump-cylinder with said main pipe, a Valve located in said mainpipe between the points where said pipes are connected to said mainpipe, and means for operating one of said pumps when the truck turns ineither direction.

'6. In a car, a wheel-truck, a pipe terminating adjacent to the flangeof the car-wheel, means for discharging a lubricant therethrough, aroller jonrnaled directly beneath the end of said pipe, and means formoving said roller into and out of engagement with the flange of thecar-wheel.

In testimony whereof I have affixed my signature in presence of twoWitnesses.

REUBEN G. YORK.

Witnesses:

LoUIs H. HARRIMAN, THOMAS C. KEOHAN.

